Shock absorber



Aug. 7, 1928.

1,679,842V E. R. SNCOK sHocK ABSORBER Filed June 4', 1925 5 Sheets-Sheet 1 Y MM/'- me By E /uwg Aug. 7, 192s.

E. R. SNOOK SHOCK ABSORBER Filed June 4, 1925 3 Sheets-Sheet 2 IN1/ENT@ MMM/7? #BY g Aug. 7, 1928.

E. R. SNOOK SHOCK ABSORBER Filed June 4, 1925 {Nk/EN Ta:

By M w.

Erma

ill)

Patented Aug. 7, 19223,

lJNl'l'ED STATES PATENT OFFICES.

SHOCK ABSORBER.

Application filed June Il,

'll/ly ,invention relates lio Slioclr absorlJz-n'e lier reliicl Springe and llas for one of ile'objecls tbe proif'iiision ol a simple afnd efficient device or lliis character.

lrnolnlier object roli lie invention ie` tlie provieion ol eliecl; :dieci-loing means thatcan be caeilv and quickly applied to tbe springs ol :i veliicle Without requiringg)` the removal oli any parle llliereol A. lurl'lier object; oi? my invention 1S tlie provision o'l" shock abswrbingV means tlial' may be :ulj'usljed in accordance Willi tbe rleiglit and load of :i vehicle.

lllsliill 'l'urlber objectol' my invention is lille provision ol ebook abeorbingl meansv 'for modifying,- lzlie action of 'the usuel lvehicle spring, Without adding any Supplemental spring, lo produce lille deeired reeult.

(luier objects will appear liereineljfler, llre novel liial'uree and combina'l'ione` being;` more clearljg7 nelI fortli in die appended claims.

ln llie drawings:-d

llio'. l is :L perspective View of a Vehicle v equipped willi a shock absorber e1nbodrio@` my invention;

Fig. 2 is :i perspective View` oil :i fragmenov olf a spring; Showing a longitudinal :sectional 'View ol a l@bock absorber embody Vine' my invention;

lfie. 5l is :L sectional View of a elioelrabeorber laken on line ll-l el Fig. 2 lookingl in llie direc-lion olf llie arrows;

Fie'. il :i perspective View el: a vehicle eprinij; equipped Willi my improved elioel alo- Soi-bin@l device Wliieli is applied 4lie-rolo in a dillerent relolzion :liz'oin 'that disclosed in Fie'. l;

Fig; 5 is a side View oil? a liront vehicle Spring equipped with a niodilied lorin of elloclc absorber embodying my invention;

Fig. :I3 is; a seclional View leken on line G--G oli illu", 5;

lling T a `Side View olf ay rear vehicle spring equippegfl willi a slioclr absorber einbedy" e; my inrenl'ion;

lilo. lv? is a sectional View taken on line Elmo oli Vig'. Y; and

l 9 is a side View ol? a part of a 'Velil-` cle :spring equipped willi e inodilied :lorin oil? my invenlion.

Referring :nere particularly to Fig. l oil llie drawn si it `will be seen that a front -follicle leef Spring); G2 ie mounted et its mid dle portion on o vehicle 63 :1nd al, its ends on elle front :nele of tlie reliicle. Shock 1925. Serial No. 34,776.

aboorliing devicee` G5 und GG are shown secured lo lnlie spring G2 at each end of the spring'. -l`be spring! is secured lo lille Vellicle (i3 and lo lilie aille (il in the usual manner by means ol' llie rigid 'lranie or bracket (3T oud tbe pivolial inountine's at lie ends comprieing libe link and poel', connection GS and G9 el'y one end and libe link and post connecliion 38 :md 59 at llie other.

'll'ie spring; elabiliZllu-s or Shock absorbers and (SG coinpriee :1- unilzuy, biliurcel'ed, angular liral'newrorli bovine; eilfle members lll and il, as shown in Figs. 2 and 2l, Wliieli depend downwardly adjacent opposite eidee olf tlie Spring;` (i2. This frnnieevorlr or bifurcaed angular lever is; preferably 'formed by elle procese of drop 'forging' and must cmnpriei` nolerial suoli :ui will appl).T llie required lorce Without beingstrelelied or de'lornied beyond ilS elastic liin'll. In other 'wol-dais, the :nelal need must llave Sullicienl: duerilil'7 to perniil', a liinilied amount olf ilexure and eullicienl; Strength so dint it will ref-Sinne i: original eliape and 'lforln alter eacli apikilicalaion of force.

'lClie novel construction ol' tbe Slobilizing derfiee ie clearlyY eliown in Figs. Q and FL Each eide inen'iber TO and 7l. is; sul :5lanlially V-Sliuped iin 'liorin and lzlieee side nuunbere are connected lopgclzlier al bolli ends shown in ll'ieje. l, 8 and l. rllie end portions; T). and lll ore .made inlzirel willi lille eide ineinliers l0 and Il so lliat llle ilfrainewlull ae already described comprises a unil'arniy bl- 'lurcaled angular lever. rlllie lower Side ol the end portion T9; if-i formed concave lo pro- Vide a eoelel; l1/l; :lor a roller 75 Wliicli iS disposed between the Sinin@ (SEE and tbe end incniber 72.

'llie roller 75 reels against lille upper .eine 'face olf one oli' llie leaves ol' ljlie ein'ing (32 und ie relxn'ned in Clie socket .in a iiienner liereinal'ler disclosed.

rll'ie, olber end 'T3 oil? the biliurcaled augrlr lar lrenieworli ie provided willi on opening; ill wliieli is':sereir-threaded to receive a ser, Screw 7l'. il. loclr nul, 755 ie nerow-threaded (urlo llie Seli screw 77 arbore llie end nieinber 7? 'for lille purpose olf securing' the set screw in its; adjusted poeiliion. The lower end 7) oli llie Screw T7 ealends entirely t-lnfougli lille end member 7f3 and engages llie upper suifloee olE one of llie leaveal olf llie spring' (32. The lieadSO ol" tlie Sell screw 7T is diepoeed above figlie end member 73 in a posi tion to permit free and easy adjustment of the set screw.

In the elbows of each of the V-shapedA side members 70 and 71 sockets 81 and 8l are provided to receive the ends of a roller 82. These sockets, as shown in Fig. 3 are former in the side members 7 O and 71 which are provided with flanges 83 and 84 to abut against the ends of the' roller to prevent lateral movement of the latter. The roller S2 is journaled atv one end in the socket 8l of the elbow of the side member 70 and at the 'other end in a similar socket 8l in the elbow of the side member 7l.

lVhen therdevice is to 'be attached to a vehicle spring the rollers 75 and 82 are re moved from taeir respective sockets and the set screw 77 is partially withdrawn from the opening 76 so that the cross piece 73 may be free to 'engage the top ofthe spring Gi?. IV hen the set screw has been thus adjusted the device may be positioned to straddle the l the roller 82 to'be Vplaced under the spring with the end cross nembers 72 and 73l resting on the upper surface of the spring. 7Vith the devicer in this position there is ample clearance between the lowermost surface of lthe spring (S2 and the V-shaped portion of the side members and 711 to permit spring with its ends resting respectively' in the sockets 81 and 81. VThe end portion 72 may then be lifted untilthe roller 82 engages the lewermost surface of the spring 62 and this movement will provide sufficient clearance for the roller 75 to be inserted in its socket 7l below "the end member 72.

Ylith 'the two rollers 82 and 75 held in the position described'` the set screw 77 may be screwed down tightly against the upper surface, of one ofthe leaves of the spring GQ- and thereby press the rollers S2 and 75 against the spring G2.V The lock nut 7S may then be relied on to hold the set screw in adjusted position.

In the illustration shown in the drawings.y the roller 75 rests upon Ythe upper surface of the second` leaf from the bottom of the spring andy the endof the set screw 77 presses against the third leaf from the bottom ofthe spring. This particular relationship is disclosed for illustrative purposes only7 it being understood that the arrangement may be varied 'to meet the par` ticular construction and size of the spring. In any event, however, there must be more than one leaf between the lower roller 82 and the upper contact members 77 and 75 to y enable'the apparatus to operate with maxi- `with respect to the ends mum efficiency.

` As shown in Fig. 4 the stabilizing devices are adapte-d to a reverse position relative to that shown in F ig. l. The device will function properly with the end having the adjustable set screw therein disposed inwardly of the spring as shown in Fig. 1 or adjacent the ends of the spring as shown in Fig. fl. The spring to which the stabilizing device is applied may bc of the convex downwardly disposed form as shown in Fig. l or of the concave upwardly disposed type shown in Fig. It should be understood that with each of these forms the elbow roller of the stabilizer is positioned adjacent that surface of the spring which is closest to the center of curvature thereof. In each case the mode of operation is substantially the saine and the results are equally as satisfactory.

It should be understood that the bracket or bifurcated angular lever is integral throughout and tha 1 it is preferably formed by the method of drop forging. rihis integral structure is designed to retain the contacting rollers in proper position without relying on any part of the vehicle other than the leaf spring. The stabilizers are adapted to be clamped onto the end portion-s of the eaf springs without necessitating the removal of Jhe springF from the vehicle and after heing'clam Jed in position they are self-sustaining. In other words, each stabilizer may be placed on a vehicle leaf spring while the vehicle is completely assembled with such leaf spring` secured to its attachments, so that the elbow portion of each of the arms of the stabilizer extend from the inside of the leaf spring toward the center of curvature thereof. It should also be noted that at any time 'the set screw 77 may he tightcned or loosened and by means ot the nut 78 loeled in adjusted position. The stabilizer may be also quickly detached at any time.

The stabilizing devices have been 'ound to operate most elliciently and :nitisfactorily when they are positioned symmetrically with respect to the end-.s of the leal spring. lVhen ay symmetric arrangement en.' `ts the same lea-ves of the spring arc clamped at each end in a similar manner. Since the stabilizers at the end portions of the leaf spring are adjustable the desired synnnetri* cal arrangement may readily be secured.

In operation the stabilizer functions to cause the leaves of the spring to he pressed tightly together so as to increase the sliding friction between the leaves thereof. 'the pressure upon the leaves of the `spring` is increased in accorda-nce with the weight of the vehicle and thus the pressure varies in proportion with thc flexure of the spring caused by the weight supported thereon. It will be seen by referring to Fig. l that as the center of the spring which is positioned un der the body of the vehicle7 nieves downwardly the spring bends and tends to straighten out. The leaves of the spring thus tend to slide one upon the other. This bending of the spring and such sliding movei'nent are rendered more ditlicult by the stabiliz- Ofi fall reve

ing device and thatl` the center ot the epring een not bend down to the l ille of the vehicle urder the uisual loree applied. its a result et' the 'friction developed between the leaves ot the spring, the leal spring is .in elleet stitlfened and, only limited amount ot tiel;- ure is perinitted.

The preSSure eyerted upon the leaves of the spring;- results he automatic elanipingr action ot the Stabilizer inelruling the con taetingg rollers and the set sereiv 77. The lorees teliding to bend the springl are not constant and uni-torni but wry considerably. rllhe treeter such 'lol'eefs the greater the clamping; action ot eeeh stabilizer. Thatis, ther more the leal nprine' its bent the more lirinly Will each stabilizer grip the leaves; ot' the spring; to increase the itiiotion between then'i. Illi/Then the Whee o oil' a Vehicle to wl'iieli suoli devieee ere attached run into a hole in a road, the body tende to follow and project its entire freight downwardly with a terrilie :toree or ebook. Ae the Center or niiddle por tion olf the spring' bende4 do wnwariflly um. er this toreo eaeh Stabilizer including;l it-S eonactin rollers; and the eet screw acts to resist bending and straightening out ot the leaf Spring'. This aetioneauses the spring;` to beeoine .more rigid and te develo.) an iuer iased 'torce ot Ytr'etion between the leaves. AS a result ot the ioereeed rigidity ot thi spring a greater torce resists the downward nieve nient ot the Vehicle body and tliieI toree ineresed gradually as the opriep; bends.

The greater inerease in tlie rio'idity of the spring oausee a cushioning; action to take place that brings the b'ody ol the Vehicle to rest Without shook or The downward morei'uent oit the body not Stopped abruptly but ie slowed down gradually a the spring; bends until the dorin 'mrd thrust ot lthe Veluele body is eoiupletely eounteraetm. ller thiflI reason the reeo'il or rel'iound of the body in not severe. As the spring@returns to its norinal position the preefisure between the leaves is gradually decreased.

The extent to whieh the body rebounds; is dependent upon the degree of dif-torti in eut-- lered by the spring during; the downward movement oit the 'traine and body. "llhufa, iii-f, maple-ined, a V'whiele spring; equipped with the .f -itabilizinir devices dieeloeed is; not permitted. a .large itreedon'i ol downwariil movement and as :i result the recoil iesl'iiall in proportion. In other Words1 the Stabilizer le capable ot reducing the recoil by removingl the eauee thereol'.

Figs. 5 to 9, inclusive, disclose a nioditieftl torni oil my invention.

leterring more particularly to Fig. 5 ot the drawings, it will be Seen that a traine l of a Vehicle ie shown having brac/liet,- 2 se eared thereto by Ineens out bolts or rivets In the structure illustrated in Fig. 5 the bracket 2 is `adttaehed at a desirable point near the forward end oil the veliiele eo aa to be in a position to Support the r ar end al olf a liront spring; 5. The Aliront iso :ing eeni- 'prioes a, plurzilit'T olI euperiniilimged Springl feavel; 'i' held in euperimpooed ilioeition by a stud bolt (lU a pair ol' inverted lil-shaped brackets 8, tl and upright lil-slumped braeloets l0, l0, there being,i a plate l2 positioned ad jaeent the under Side ot the loweriuont leali 7 to cooperate `with the inverted llehaped bri Chels El, tl and with the stud. bolt (i iu retaining; the lesivee 7 in a. fixed position. .lhe `plate l2 is provided with a threaded openingl in the central portion tbereoil to aeeoiiuuodate the stud bolt. llaeh end ot the plate l2 irovided with two ooeninire or holes to receive the threaded endii ot' the inverted U- shaped braeliete or braces tl, El, there beii'ie a nut ll eei,'ewtli1'eiided onto each oit the toni' ends et tbe braces; and :against the lovleruiost Surface oit the plate. The i'ipriplht lil-ehajped braeliete or braces l), 9 are in'oif'ii'led near `their uppe.' ends with bolts lll, i?) wbirli when tightened eauee the braeeo l), t) to exert a clamping; torre on the Spring leaves i'. AS shown in, Figi. 5, the plato lil reste upon the aille E22 olf the vehicle.

'the rear end il oit the uppernioat leali n1eiuber ol the eprii'iej 5 is disi'ioiied in a subeftautially elofied loop l5 which is piii'otally joui naled on a stud bolt lll; on the lower end ot a linl; .member lll. rl"he upper end ot the link member Atl ioilrnaleifl on a stud or bolt 37 Wh'ieli is Seeined to the looeriuoet portion of the breelet 2. The liront end oit' the uppern'iostlent oit the sawing o is lilewi-1e dieA posed in a subetantially Closed loop il() wlzieb is; joui-nailed on a etnd bolt 91 on the end el the 'traine tension lll. 'llie 'traine eaten- ,iion 1G isi :secured to the ilfri ine part ,l by boltey or ri'ii'etiy lT.

tliliriligr etaliiliZini:w derieeis; are Slioirn i Fig. mounted on eaeh end ot the prinry lt should be understood that the epriii i bilizingrv deyieee muy be iuoiinted in a f-:iini lar manner on eprinea ot flillerent eoniitrue- 'tion than that ahofwn in the draviiingrei the particular illustri tion bein@l used to ebow the method oil? operation olf lthe aabilixer. laeh eitebilizer eoniprieee iriarallel plate uieuiberv` 9,3, 93, one positioned. ou eaeh fris-le oli tl e leal' Spring?! members 'l' and .Laeifured toferetber by boltr, lll and ll. 'lflie lijli'i'eruioet ende of the angle platee` 21h i are jiouriialed ou a iil'iort Shaft or bolt whieh paz-:eten through a loop il@ at the el renie end ot one oilt the leal i el member@` i'. litter the nat iw put iii lee l end ebovm in lligr. (3 may be peened wel'.

ln the illustration ebown in `j third leal" from the l'iottoni oit the spi-inizi D is diiipoffied downwardly iu a Subolantially eloee l loop 2b similar to the loop l5 on the u pperrnoe-#t leali` member. t should be understood trat the. ai ele rlatefi may be fournaled at the eno.

Utl

llll) lill) Oil conveniently located leaf member; the third leaf vfrom the bottom. has been chosen for illustrative purposes. The positions of the` lo'wermost ends of the angle plates 23, 23 determine the rigidity ot the stabilizing device an( thus the device may bey attached in such a manner as to correspond Ato the weight ot the particular vehi` cle upon which it is mounted. It should also be understood tl at the angle plates 25h 23 kare tree to rotate rela ively to the loop 2G.

As shown in Figi. 5 and 6, inwardly projecting flanges 27 are made integral respectively with the angle plates Q3, 23 and are located at the uppermost portions of said plates. Ears 29, 29 are disposed downwardly along both lateral edges of the flanges 27, 27 to a position slightly above the upper sur 'face the topy spring leert member to 'form pockets. In Figs. 5 and G it will be seen that the angle plate 23, the flange 27 and the downwardly disposed ears 29, 29 form a` partial enclosure 3l or poel-:et for a roller 30. The roller 30 rests npon'the upper surta e of the top spring leaf and has a slight treedom of lateral movement within the enclosures or pockets 31. A similar pair ot enclosures or pockets at 'the extreme rear end'otl the angular plate members are provided by said angular plates 23, ears 33, 33 and a flange 32. A` roller'34 is substantially enclosed in said enclosure and is adapted to contact with the under side et one of the leaf springs. Bolts may be provided, as indicated at 35 and 36., to hold the plates and the pockets nl in proper positions. At the forward end of the spring 5 a stabilizer is connected to a leat Y and comprises the parts S23', 27,30, 32', 3l', 35 and 3 i.

The operation ol the stabilizing device will be best understood bytracing the movement ol the several movingl parts that would beset in motion it a vehicle equipped with the device 'were driven over rough roads. Assuming that ay comparatively heavy vehicle body 's supported by the trame 1, it

i will be seen that there is considerable w light upon the spring Wvhen the vehicle wheels strike an irregularity in the road the weight ot the body would be. projected. upwardly or downwardly relative to the spring ends and thus canse flexion of the springs7 the amount ot flexion 'in the springs depending upon the strength ofthe springs and the force ot the impact thereon. Flexible springs are requircd'to absorb smallamounts of impact or shock, whereas rigid, strong springs are required to absorb severe impact or shock. Thus it is necessary that a satisractory vehicle spring be flexible enough to absorb slight amounts Vol impact and yet rigid enough to absorb severe shock and to prevent the framework from striking the axles.

The spring stabilizer disclosed is adapted to vary the ellectivc length ot the spring so as to permit a long flexible portion to he in operative engagement when only slight amounts of shock or impact are applied and to shorten the ella ctive length so as to permit the rigid portions ol said spring to be ell'ective when large loads or amounts ol impact are applied thereto.

In addition to the shocl: absorbing ellect produced by changing the ellective length ol' the spring. the stabilizer also compresses the leaves ot the spring together with suoli a force as to prevent sliding ol' one lcat relative to another. rthis extreme triction, due to the increased torce holding the leaves together, causes the entire spring to be rigid and to bend but slightly under large loads.

In Fig. 5 is will be seen that when a. torce is applied on the rear end ot the spring, lor example, the tree cud of the. angular lever member tends to move downwardly whilel the other end ren'iaius pivotally lixed at 25. The roller 30, resti against the uppermost leaf. tends to prevent the downward movement of the tree end ot the angular lever and thus exerts a torce upon the spring which conn'nesses the leaves thcreot together. It should be untcrstood that the force exerted by the roller 30 is applied at a point relatively close to the pivotcd end or fulcrnin ot the lever and lor this reason the force is greater in magnitude than ther torce applied upon the end olf the spring.

lVhen the axle falls duc to the wheels passing into a hole or depression in the road, the above-described action is reversed. 'llhc lixed end of the lever moves downwardly and the tree end thcreolf exerts an upward force which tends to separato the leaves oli the spring and thus reduces the lriclion therebetween. This reduction in friction causes the spring to be less rigid and preA vents excessive shock and vibration l'rom le ing transmitted trom the wheels to the 'frame and body of the vehicle.

By referring` to Fig. 5 it will be secu that when the axle Q2 is suddenly moved upwardly as by means ol a hump on the rond the ellieetive length olf the spring will be shortened and the spring will therefore be stillen/ed to more ellertively resist such upward movement. (louserpicntly the recoil ot the body ot' the vehicle will be lessened aocordingly` ll'lhcn the recoil docs take place the ellieotive length ot' the springr will also be shortened and by reason ot this stitl'ening ot the spring` such downward recoil may be checked. The same is true when the wheels suddenly enter a depression on the road. rllhe axle Q2 will be permitted to move down freely by reason ot the lull length ol the spring being in action. But when a downward following movement ot the vehicle body begins by action on the ends ot the spring the etl'ective length of lll) lll

lili

the spring will be shortened to check such downward movement and also the upward movement olf the axle out of the depression on the road. Substantially the same operation takes place in connection with the construction shown in either Fin'. i or Fig'. l). lt will thus be seen that the stabilizer above described is an effective shock absorber.

Figs. Tand 8 show an embodiment ot the stabilizer mounted on a rear spring of a vehicle. The spring 38, comprising' leal members 39, is curved upwardly at its end portions and is provided with Ushaped clamps 9, 9 and U-shaped braces 8, 8 siinilar to those fully described in connection with F lgs. and t3. The spring 38 is olf the usual construction and is pivotally mounted at its 'Forward end on a bracket d() which is secured by bolts or rivets Lll to a Yiframe 42. lhe uppermost leajt oit the spring Btl coiled downwardly at its forward end to torni a` substantially closed loop le which is journaled on a stud or bolt t3 secured to the bracket lO. rll`l1e rear end el. the springA 3S is journaled on a bolt l5 which passes through. an opening in the lowermost end oil a link 4G, there being` a loop similar t0 the loop lil at the rear end et the uppermost lcat ott the spring 38. A` bolt Il? passes tliroush an opening' in the upper end oli the link 1-.(5 and through an opening at theextreme rear end o'l the trame d2. The link lr6 is pivotally connected by means ot the bolt L7 to the extreme rear end ol' the traine 42. i

A plate or lever 4S is pivotally connected to thebolt d5 and extends forward to the middle portion ol" a stabilizing; device 49 where it is pivotally secured to said stabilizing deviceuby means o'l" a nut and bolt 58. |ll`he stabilizing device i9 is similar to the stabilizing` device disclosed in Figs. 5 and l with the exception that it is in no way anchored directly to the spring 38; the plate i8 is provided to limit the amount olf movement ot the stabilizing device Ltitl with re.- spect to the spring' 88. The lower end of the stabilizer in place oit beine" journaled on 'the end ol' one o't the lea'l' members ot the spring is provided with a roller `5l litting in a pair ot pockets 52.

The stabilizing' device 1:9 con'iprises angle plates 57, 57 secured together by bolts 5S and 59 and provided 'with pockets 52, 5land 5G adaptedto receive and `retain the rollers 5l7 53 and 55 respectively. Rollers 5l and engage the lower surface o't the spring 38 and the roller rests upon "the upper surface thereof. rlhe operation ot the stabilisinp; device disclosed in Figs. 7 and 8 is sineilar to that ot the device shown in Figs. 5 and 5 with the exception that movement oit the stabilizer 4:9 is limited by the pivotally mounted plate or lever 418, whereas the stabilizer shown in Figs. 5 and 6 is secured at its lower end directly to the spring. At the forward end ot the spring 38 the stabiliagr e9 connected. by the link d8 to the bolt d3, and comprises the parts 5l, 52', 53, 54s', 55. 5G. 57, 58 and 59.

Fig. S) shows the bolt 55% connecting the two angle plates 57, 5T with. the lever or plate stil `iournaliul on a bushingl or ring l() mounted on the outside olf one ot the plates 5"?. The bushingr GU longer than the thickness ol" the plate 48 which will permit tension to be applied on the plates 5i, 5T by the bolt 58 without preventing the tl'ree movement ot the lever 418. litter the nu t adjusted on the bolt the end et the latter may be peened over adjacent the nut to prevent the latter from coming oli.

A niodilication o't the stabilizer is shown 'in Fig. E) wherein the top roller ot the stabilizer all is replaced by a bolt Gl. ln this coinlitruction sliding' enga-gement e1-` ts between the bolt (il and the upper surface ot the top leat olf the spring` 3S. Otherwise the conf-Itriiction oli the device in Figi'. i) is the same as that described in connection with Filis. 7 and tl, in that it includes the parts 5l, 52, .5i-l, 56, 57, 5S" connected by the link d8 to the bolt 4123.

Obviously those f illed in the art may make various changr in the details and ar rangement ot parte without departing trom the spirit and scope ot the invention delined by the claims hereto appeiic'ied.v and it is lhere'lire desired 'not to be restricted to the iparecise construction herein disclosed. v

Having); thus ilfully described and shown an eml'imliinent ot the invention. `what de sired to be secured by Letters llat-ent ot the United States is:

l. il stabilizer :tor vehicle springs, comprismel adpistable bearing means at one end for engaging one side ot a 'vehicle spring', a roller bearing at the other end tor engaging; the same side et said sprirur, and means tor engaging an intermediate point ol" the other side ot said spring.`

ik stabilizer ,tor vehicle springs. comprisii'io means located at its ends iloi' engaginniv one side ot a vehicle sprinuj at spacedapart points, and means intermediate its ends lor engaging; the other side ot the spring. one ol said end entri png means being' adjustable to torce said intermediate en- ;Df:i;ii'i;gj means against the spring.

l n. stabilizer :tor vehicle leaf springs, comprising; metal tranne-work, means Ylor i:ii-ing; rotatively mounted on one engaging; a end ot said 'tranie-wru'k.v an adjustable abutment on the other end ot said tran'iefwork. and means ttor engaging the spring; posi.-y tioned intermediate the ends et the tramework a ud ad jacentthe surtace ot said sprin oppositie 'trom the aitoresai d entrain iig meansi/ said adiustaliile means beine; adapted clamp the leaves oil said spring together.

spring, of a stabilizing device comprising a bifurcated angular lever having joined ends,

a socket disposed at one end of said angularV lever, a socket in said lever at the angle part thereof, an adjustable contact at the other ond of said lever, and rollers rot-atively mounted in said sockets adjacent opposite sides of said spring, said adjustable contact being adapted to exert a force on said spring to press the leaves thereof together between said rollers and said contact.

5. TheV combination with a vehicle leaf spring, of a stabilizer comprising angular arrnsconnected'together at their ends, a socket member in one end connection, an adjustable Contact member in the other end connection, a socket in cach of the angular arms at `the -angle part thereof, rollers disposed in said sockets adjacent opposite sides n of said spring, and a locking means on said adjustable contact member to retain the latter in a tixedtightened position for exerting pressure on said spring to increase the rigidity of the same.

6. TheI combination with a vehicle leaf spring, of a bifurcated angular bracket having an arm disposed kon each side of said spring and extending'in advance of both sides thereof, a contact member journaled at one end of said bracket adjacent one side of said spring, a contact member journaled at the angle portion of said arms adjacent the other side. of said spring, and a pressure member on the other end of said bracket adapted to` bear upon said spring to clamp a portion thereof between the contact members of `said bracket for increasing the rigidity of said spring.

7. A stabilizer for vehicle leaf springs, comprising a bifurcated bracket having angular arms extending in advance of the upper and lower sides of said spring, a socket in the angle part of each of said arms, a

roller having its end portions disposed in said sockets, and an adjustable means to position said sockets apa-rt from said spring to permit insertion of the ends of said roller in said sockets.

i 8. A shock yabsorber for vehicle leaf springs, comprising a bifurcated angular lever secured to said spring independent of said vehicle, a Contact member secured to one end of said lever adjacent. the end of said spring, means near the other end of said lever for bearing against the spring, and a Contact member positioned adjacent the opposite side of said spring intermediate the ends of said lever, said contact members being adapted to clamp the leaves of said spring together Vwhen the middle portion of said spring bends under load.

9. A shock absorber for vehicle leaf springs, comprising a bifurcated angular bracket clamped on said spring near one end thereof, an adjustable means on one end of said bracket for applying pressure upon the leaifes of said spring to increase the force of friction therebetween, and means intermediate the ends of said bra lket to force the leaves of said spring tightly together when the middle portion of the spring bends under the weight. of the vehicle.

10.2,. spring stabilizer for vehicle leaf springs, comprising ay bracket having means at each end for engaging onel side of said spring and means intcrn'iediate said ends for engaging the other side of said spring, one end engaging means being adjustable to clamp said bracket on said spring and to produce curvature near the ends thereof for increasing the initial rigiditj7 of the spring.

1l. A spring stabilizer for vehicle springs, comprisingl a bracket having abutn'ients at each end for engaging one side of a spring and an abutment intermediate said ends for at the same time engaging the other side ol' said spring, said abutments being in spaced relation and positioned to produce a reverse curvature near the end of said spring as thc middle portion thereof is bent under load or shock.

12A spring stabilizer' for vehicle leaf springs, comprising an angular bracket having spaced apart arms positioned one on each side of said spring and extending in advance of both upper and lower surface` thereof, contact members on each end of said bracket for engaging one side of said spring` and an abutment at the angle part ol said bracket for engaging the other side oi. said spring, one of said end abutments being adjustabljv screw-threaded into said bracket to produce a curvature in said spring between the ends of said bracket when said adjustable abutment is tightened.

13. The combination with a, vehicle leat spring, of a stabilizing device con'iprising a bracket having a roller journaled at one end in position to engage the upper surface of a leaf of said spring, a roller journalcd in said bracket intermediate the ends of the latter and contacting with the lower surface of said spring, and a set bolt. having a lock nut thereon screw threaded in the other end of said bracket contacting with the upper snrface of a different leaf of said spring, said set bolt being adapted to be tightened to produce a reverse curvature near the ends of said spring to increase the rigidity of the same.

14. The combination of a vehicle leaf spring, and a rigid shock absorber clamped onto said spring adjacent one end thereof and adapted to compress the leaves of said spring together with a force that increases in proportion with the intensity of the shock received by said spring.

15. The combination of a vehicle leaf spring, and a rigid shock absorber clamped UKi lila

springat longitudinally spaced points and a single contact bearing engaging the conca-ve sideV ofthe spring at a point longitudinally intermediate the spaced points, one of the rcontact, bearings being adp'istable to place nally spaced points and a single contact bears ing engaging the opposite side of the spring and located at a point longitudinally intermediate the' spaced points7 one olf the contactv bearings including a roller and one a set screw adjustable to place the siliring leaves clamped between the Contact" bearings under a predetermined pressure when the spring is in normal position.

28. A stabilizer for vehicle leaf sprin including a pair 'et contact bearings engaging corresponding sides of a pair ot spring leaves at longitudinally spaced points oit' the spring and a single contact bearing engaging the spring leaf at the opposite side oi the spring at a point intermediate the spaced points, one of the contact bearings being adjustable to place the leaves between the contact bearings under predetermined pressure when the spring is in normal position.

29. A shock absorber for springs including a rigid frame having spaced apart angular arms, means at the ends of said Varms for contacting with one side of said spring and mea-ns atthe angle oitsaid arms for contactiirry with the other side ot' said spring, one of said contacting means being adjustable to place the spring leaves embraced b v said shock absorber under a predetermined pressure when the spring is in normal position.

30. A stabilizer for a vehicle leal spring` conu'irising a device secured to an auxiliaryY leaf or the spring for holding die device from movement longitudinally of the spring. said device raving a pair ot' contact bearingns t'or rei-ipect vely engaging dili'erent auxiliary leaves of the spring, and a single contart bearing intermediate said pair ol contact bearings and opposed thereto for engaging the main leaf of the spring.

Si. A stabilizer tor a vehicle leal spring. con'iprising a device secured at one end to an auxiliary leaf o'lE the spring. .said device having a pair of contact bearings at ils ends for respectively engaging different au;-;iliar v leaves ot' the spring. and a. single contact bearing intermediate its ends and opposed lo said pair oi Contact bearinoy 'tor engijaging the main lealeV of the spri 32. A stabilizer 'lor ve", 'e leal' @rinvia comprising a. iframe adapted lo embrace the leaft spring.y means at the ends ol such l'rauie for en;` ,ging at s} :ficedap.=. -t points4 the lower side o'l the spring. and means intermediate the. ends of said frame lor engaging the upper side ol the spring while all olt the leaves of the spring remain in lriclional contact with each other.

33. The combination with a vehicle loaf springnot a floating shock absorber associated with the end portion oi said spring to always engage both the upper and lower .surfaces thereof, and means for retaining said floating shock absorber in predetermined relation to said leal spring and in continuous contact with such upper and lower surfaces.

34. In a shock absorber tor vehicles. the combination with side plates.l of rollers. means for connecting said plates and holding said rollers in contact with the upper and lower surfaces of said spring` and means` for limiting the movement ol' said rollers along said spring.

In testimony whereoiE I have signed in v name to this specification on this lst day ol'Y June, A. D. 1995.

EARNEST R. SNOOK. 

